Draft appliance for booster-supplemented locomotives



' Jan. 3, 1928.

H. s. VINCENT DRAFT APPLIANCE FOR BOOSTER 'SUPPLEMENTED LOCOMOTIVES 2 Sheets-Sheet 1 Filed Feb. 13. 1926 m m w m 7 m Z w Y "l B 5 m .2 4 m 4 I L n NW 7 z: l|\ /l\ V ATTORNEY;

Jan. 3, 1928.

- H. s. VINCENT DRAFT APPLIANCE FOR BOOSTERIISUPPLEMENTED LOCOMOTIVES I 2 Sheets-Sheet .2

IJ IwTOR Filed Feb, 13. 1926 A TIORNEY "tity than when it is not.

Patented Jim 3, 1928.

UNITED STATES PATENT OFFICE.

. HARRY S. VILTCENT, E RIDGEWOOD, NEW JERSEY, ASSIGNOR '10 FRANKLIN RAIL- WAY SUPPLY COMPANY, A CORPORATION OF DELAWARE.

DEAF! APPLIANCE FOR BOOSTEBSUPPLEMENTED LOCOMOTIVES. I

Application filed" February This invention hasrelation to'locomotives which are equipped with so-called booster motors. Such motors areintended to aid the locomotive only in .startingior at slow speeds on heavy pulls sotha't under normal running conditions said motors are normally inoperative or idleQ, j

Steam is supplied to the booster'motor fromthesame source as for the locomotive cylinders, namely, the boiler of the engine. It will therefore be seen that when the booster is .in operation the locomotive will have to be'supplying steam in greater quan- In booster supplemented locomotives it has been the experience that occasionally-the draft of the locomotive is not sufficient to maintain proper steaming when the booster is in operation.

With the foregoing in mind,-therefore, the main object of my invention can be stated .as involving the provision of an adequate steam supply whenever the boiler is called upon to deliver steam to both the booster motor and the main engine cylinders. More specifically considered I provide means for increasing the'draft on the locomotive fire whenever the booster is in operation and to this end I make use of a. variable or adjustable nozzle together with a motor device for decreasing the nozzle opening whenever steam is being supplied to the booster motor. How the foregoingobjects are obtained I have illustrated" in preferred formin the accompanying drawings, in which Fig. 1 is a diagrammatic side elevation of a locomotive equipped with a booster and illustrating my inveintion applied thereto;

Fig. 2 is a vertical mid-section through the locomotive exhaust'nozzle showing the manner in whlch I accompllsh the necessary adjustments Fig. 3 is an elevation of Fig. 2'taken from the left-hand side; and Fig. 4 is a section on the line 4-4 of Fig.

i In the drawings the locomotive A is of usualconstruction having the main driving wheels 1, boiler 2, fire box 3, steam dome 4, cylinders 5 and stack 6. Steam is admitted to the cylinders 5-for-the purpose otdriving the wheels 1 but the illustrated as they are common practice and form no part of the gsesentinvention. The booster motor details of this are not for aiding the loco-j '13, 1926. Serial No. 87,985.

motive-is designed to drive the wheels 7 beneath the fire box 3 and ispreferably of the air controlled type'now well known in the art and illustrated in detail, for example, in

water heater vor'other supplemental device on the locomotive or it might exhaust directly to the atmosphere at any one of a number of places. i

The exhaust from the cylinders 5 takes place thru the variable or adjustable nozzle C which comprises a main or body casting 10 having the inlet 11 for the exhaust steam, the out-let 12 which defines the maximum area of the exhaust nozzle and the protruding cylindrical portion 13 for housing certain portions of my improved apparatus to be described later. The outlet or nozzle tip 12 has an annular interior rib 14 and four vertically disposed spaced ribs 15. lVithin the nozzle 12 is a member 16 which can be raised and lowered to adjust the effective discharge arca of the exhaust nozzle.

The member 16 comprises a circular body portion 17 which tapers inwardly as it approaches the point of exhaust. The upper outer edge of the member 17 constitutes a projecting annular rib 18 running downwardly from which are the four vertically dis osedribs19i, There is a central spider 20 y means of which this adjustable member is secured to the stem 21 connected to the operating rod 22 and bell crank lever 23.

It will therefore be seen that when the thru the central opening 24; but also thru 'the surrounding annular space 25 but when the adjustable member 16 is in its lower position member; 16 is in its upper or normalposition the exhaust steam can flow out not only its annular rib 18 will abut against the annular rib 14 on the 'interior'of thenozzleltip 12 so as to close ed the annular passa e 25'. Under this latter condition all of the ex aust 'steam mustv pass thru the interior opening 24.

The rod 22 is suitably pivoted at 26. to

the stem 21 and at 27 to the bell crank 23,1.

the bell crank itself being pivoted upon the lit The opposite end of the bell crank is pivotv ally connected to the piston 29 in the cylin-i "der 13 by means of the coupling link 30 suitshould be preferred the connection could be made to any suitable point in the air con.- trolling system illustrated in the above mentioned patents, the feature of importance, in each instance, being that the connection be so made that motive fluid be, supplied to the piston 29 whenever the booster motor is being operated. In the arrangement illustrated steam is supplied to the piston 29 whenever it is being supplied to the booster motor.

The operation, therefore, is as follows: When the engineer desires to use the booster he admits steam to the pipe or conduit 8 from the dome 4, or from some other source as preferred, which at the same time supplies motive fluid to the motor device D so that the movable member 16 is drawn downwardly to close off the passage 25. While the booster is in operation it will then be necessary for all of the exhaust steam to pass through the interior opening 24 of smaller area. which will increase its rate of flow and, therefore augment the eflectiv'e draft created by the exhaust steam jet. As the draftincreases the fire will burn'more vigorously-in the fire box 3- and cause the 'iocomotive to steam'to a greater extent than it otherwise would. In this way I am always able to ensure a suflicient quantity 'of steam for operating the locomotive as well as the booster.

idle booster motor, and means When the booster is to be cut out the engineer closes off the supply of steam to the draft of the locomotive and have a tendency to decrease the steaming power since it is not necessarytosupply as much steam'whcn I the booster is cut out.

' I claim:'

1. A locomotive having in combination, a booster motor, an exhaust nozzle, and means.

.for decreasing the size of said nozzle when the booster motor is in operation.

2. A locomotive having in combination, a booster motor, an adplstable exhaust-nozzle,

a fluid motor device for decreasing the size of the nozzle, and means for supplying said motor device with operating. fluid when the booster motor is in operation. 3 I 3.'A locomotive having in combination an adjustable exhaust nozzle, a motor device for decreasing the nozzle opening, a booster motor,and means foroperating said motor device and said booster motor substantially coincidentally." L 4. A steam locomotive having in combination, an adjustable exhaust nozzle, a motor device for decreasing the nozzle opening, a booster motor, means for supplying the booster with steam, an means connecting said motor devicewith said steam supply means for the booster whereby to effect a deis in operation. I b

5. A steam locomotive having .in combination, a variable exhaust nozzle, a normally,

for decreasing the said variable exhaust the booster is operating.

In testlmony whereof, I have hereunto signed my name.

crease in the nozzle opening when the booster opening when HARRY S. VINCENT. I 

